Ander walker



(No Model.) 2 Sheets-Sheet lv J. E. A. WALKER. STREET GAR FENDER.

No. 604,097. PatentedrMay 17,1898.

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2 m e h S W e e h S 2 D N LB A R A .0 AT H R .T JS q d 0 M 0 W No. 604,097. Patented May 17,1898.

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UNITED STATES PATENT OFFICE.

JAMES ERNEST ALEXANDER WALKER, OF VVALKERTON, CANADA.

STREET-CAR FENDER.

SPECIFICATION forming part of Letters Patent No. 604,097, dated May 17, 1898.

Application filed May 21, 1897. Serial No. 637,502. (No model.) Patented in Canada. March 24, 1897, No. 55,395.

To all whom it may concern:

Be it known that I, J AMES ERNEST ALEX- ANDER WALKER, watchmaker, of the town of Walkerton, in the county of Bruce, in the Province of Ontario, Canada, have invented certain new and useful Improvements in Street-Oar Fenders, (for which I have obtained a patent in Canada, dated March 24, 1897, No. 55,395,) of which the following is a specification.

My invention relates to improvements in street-car fenders; and the object of the invention is to design a device of this class which will not be liable to injure the person who may be picked up by it and which in order to pick up such person will follow not only the straight but the curved portion of the track; and it consists, essentially, of a fender substantially L-shaped in form attached to a suitable frame, which is supported by friction-rollers upon inclined ways, of a bar pivotally attached to the truck, and,

further,of a scooping-fender secured to a shaft journaled in the upper end of. an arm secured at the front end of the supporting-bar, pinions being provided on the shaft, which mesh with the wheels on the arm, such wheels being.

rotated through a connecting-rod operated by the receding of the frames in which the friction-rollers are held, the parts being otherwise arranged and constructed in detail as hereinafter more particularly explained.

Figure 1 is a perspective view of portion of acar and fenders broken away to exhibit the operating parts involved in my invention. Fig. 2 is an enlargeddetail of the main operating parts. Fig. 3 isa detail section view;

and Fig. 4 is a detail perspective view, parts being broken away.

In the drawings like letters of reference indicate corresponding parts in each figure.

A is the body of the car.

. B is a truck, and O is a stud secured in the center of the front of the truck and provided with a central perforation c.

D is a pin provided with a flanged top d and a rectangular head 01. The pin D has fastened to its lower end a sleeve D, which is designed to turn with it.

E is a rod which is provided at one end with a rectangular hole 6, which fits over the rectangular head (1 of the pin D.

F. is a screw-spindle which is provided with a screw-head f. One end of the spindle F is secured in the bracket F, fastened to the bot tom of thecar, and the other end in a similar bracket F also fastened to the bottom of the car. The spindle F is secured in the brackets F and F in such a manner that it may rotate, but will not have longitudinal movement.

F is a bracket, the upper end of which is fiat and the center portion of which is in the form of a nut. The lower end of the bracket F has a notch F into which the rear end of the rod E extends. By turning the screwspindle F the bracket F it will be seen, will be moved longitudinally upon it and upon the rod E.

D is a bar attached to or forming part of the sleeve D and having inclined ways d G is a rectangular frame provided with friction-rollers g at the top and bottom of the bar D The friction-rollers g are journaled' in the double frame G and are designed to carry such frame rearwardly and downwardly upon the inclined ways d of the bar, as hereinafter described.

H is the fender proper, which is preferably made out of perforated sheet-steel, with a suitable binding-bar h, to which the edges of the sheet-steel are affixed The frontof the fender is provided with a pneumatic cushion H, which is suitably secured to the front bar of the fender. The fender, it will be seen, is substantially L -shaped in form and is provided at the front and back of the base with rollers h, which extend from side to side of the fender and are designed,when it is brought down, to prevent it from getting stuck in the roadway.

I is a bar which is attached to the rear of the fender and extends between the two sides of the frame G, to which it is secured.

I are supplemental bracing-bars which extend across the back of the fender and in an angular direction to the frame G, to which they are securely bolted.

J is a spiral spring, connected at one end to a lug j at the back of the frame G and the front end to the double arm K, attached to the front end of the bar D It will now be seen that upon any obstruction striking against the fender such fender will be caused to recede against the tension of the spring J, causing the frame G to pass rearwardly and downwardly by reason of the guiding friction-rollers g passing rearwardly and downwardly on the ways 61 It will thus be understood that the fender will recede and drop to the ground, during its receding that not only will the person against whom it comes in contact have less tendency to become injured, but it will be absolutely impossible for him to be thrown underneath the fender.

In passing around a curve the body of the car to which the bracket F is attached is at a tangent to the curve.

The truck, to which the stud C, supporting the pin D and rod E, is attached, follows the curve of the track more closely, causing the inner end of the rod E to be carried outwardly, the pin D to revolve on the stud O, and swinging the front portion of the fender inwardly to follow the curve.

The amount of throw of the fender may of course be regulated by moving the bracket-F lengthwise upon the spindle F. In the present instance the fender is shown as attached to a double-truck car; but in the case of a single-truck car I would preferably provide arms g, attached to the front end of the bar D such arms being provided with flanged rollers G, which would serve, in lieu of the rods E and F and bracket F to give the fender the desired turn, as the rollers G would run along the track, and thereby form the necessary guide.

L is the scooping-fender, which is arc-shaped in form and is secured to'the arms 1, fixed on the end of the shaft M which is journaled in the upper end of the arm K. This arm is formed of two members,secured to the forward end of the bar D one on each side thereof, or said arm may be made integral with said bar.

N is a counter-shaft, also journaled in the arm K beneath the shaft M and having gearwheels at fixed to it, which mesh with pinions m, secured to the shaft M, one on each side of the arm K.

O is a lever, also secured to the shaft N to the outside of the gear-wheel at. There are two levers 0, one on each end of the shaft.

P are rods attached to the upper ends of the levers O and extending rearwardly. The rods P are connected on the rear end by setscrews 19 to the collars Q, secured to the guide-rods R, which move in the sleeves r,

carrying the frame G against the cross-bar T the upper end of the lever O on the countershaft N is drawn rearwardly. The gearwheels at on the counter-shaft N revolve with lever O and cause the pinion m to turnin the opposite direction, so as to lower the scooping-fender L, supported on the shaft M.

What I claim as my invention is 1. In a car-fender, in combination, the fender, the truck, the supporting-bar attached to the truck and having inclined ways, the double vertical frame secured to the fender and provided with friction-rollers to run on the ways and a suitable spring for holding the double frame and fender, so that the friction-rollers rest on the highest points of the ways as and for the purpose specified.

2. In a car-fender, in combination, the fender, the truck, the supporting-bar having inclined ways, the central stud on the truck, the vertical pin extending through the stud and connected to the rear end of the supporting-bar, means connecting the pin to the bottom of the car for swinging the supportingbar, the double vertical frame secured to the fender and provided with friction-rollers to run on the ways and a suitable'spring for holding the double frame and fender so that the friction-rollers rest on the highest points of the ways as and for the purpose specified.

3. In a car-fender, in combination, the fender, the truck, the supporting-bar having inclined ways, the central stud on the truck, the vertical 'pin extending through the stud and connected at the rear end of the supporting-bar, a rod extending rearwardly from the top of the vertical pin-extending through the stud, the screw-spindle held from longitudinal movement and the bracket on such spindle having a flat end abutting the bottom of the car, a notch at the bottom of the bracket into which the rod attached to the vertical pin extends, the double vertical frame secured to the fender and provided with friction-rollers to run on the ways and a suitable spring for holding the double frame and fenders so that the friction-rollers rest on the highest points of the ways as and for the purpose specified. 4

4. In combination, the fender, the truck, the supporting-bar provided with inclined ways, double vertical frame connected to the fend ers an d provided with the friction-rollers, the spring for holding such frame, so that the friction-rollers are normally situated at the front highest points of the ways, and the arms attached to the front end bars and provided with flanged wheels designed to ride on the track behind the fender as and for the pur pose specified.

5. In combination, the fender, the supporting-bar and double frame connected to the fenders and supporting the same provided with a central opening, the spring connected to the double frame and to one end of the bar and the stop-pin on the bar designed to come in contact with one end of the opening of the double frame as and for the purpose specified.

6. In combination, the fender, and supporting-bar, the double vertical frame, the curved supplemental fender, the arm at the forward end of the supporting-bar, the shaft extending through the upper end of the arm, the arms on the end of the shaft connected to the lower end of the arc-shaped fender and means whereby upon the backward depression of the fender the arc-shaped fender is thrown downwardly into proximity with the front edge of the lower fender as and for the purpose speci-,

7. In combination, the fender, and supporting-bar, the double vertical frame, the curved supplemental fender, the arm at the forward end of the supporting-bar, the shaft extending through the upper end of the arm, the arms on the end of the shaft connected to the lower end of the arc-shaped fender, pinions on the shaft, a counter-shaft journaled on the arm, spur-wheels secured to the countershaft meshing with the pinions on the upper shaft, levers on the end of the shaft, connecting-rods attached to the upper end of such levers, guiding-rods supported and designed to move longitudinally in suitable sleeves, collar on the guiding-rods and set-screws for fastening the rear ends of the connectingrods to such collar and a cross-bar at the rear end of the connecting-rods designed to be thrown rearwardly by the double vertical frame as and for the purpose specified.

8. In combination the fender and supporting-bar, the double vertical frame, the curved supplemental fender, the arm at the forward end of the supporting-bar, the shaft extending through the upper end of the arm, the arms on the end of the shaft connected to the lower end of the arc-shaped fender, pinions on the shaft, a counter-shaft journaled on the arm, wheels secured to the counter-shaft 4o the levers on the counter-shaft and to the supporting-bar as and for the purpose specified.

JAMES'ERNEST ALEXANDER WALKER. Witnesses:

B. BOYD, I H. D NNIsON. 

